JP2016101886A - Pneumatic tire - Google Patents

Abstract

PROBLEM TO BE SOLVED: To improve steering stability and snowy road performance.SOLUTION: Provided is a pneumatic tire 1 having center blocks 21 partitioned into center block pieces 28, and shoulder blocks 9 partitioned into shoulder block pieces 15. Each center block piece 28 comprises a first center block piece 28A having a center outer chamfering part 30 and a second center block piece 28B whose tread surface is not chamfered. Each shoulder block piece 15 comprises a first shoulder block piece 15A having a shoulder inner chamfering part 16 and a second shoulder block piece 15B whose tread surface is not chamfered. The shoulder inner chamfering part 16 is arranged so as to have an overlapping portion 32 where it overlaps with the center outer chamfering part 30 in a tire circumferential direction.SELECTED DRAWING: Figure 3

Description

  The present invention relates to a pneumatic tire capable of exhibiting good icy and snowy road performance and steering stability performance.

  In recent years, in pneumatic tires for winter, there are increasing opportunities to travel on dry roads in addition to icy and snowy roads. Such a pneumatic tire is required to have not only good icy and snowy road performance but also excellent steering stability performance on a dry road.

  In order to improve icy and snowy road performance, for example, a pneumatic tire in which a large number of sipes are provided in a tread portion has been proposed.

  However, the pneumatic tire as described above cannot exhibit excellent steering stability performance on a dry road because the rigidity of the tread portion is small.

JP 2010-12978 A

  The main object of the present invention is to provide a pneumatic tire capable of improving the steering stability performance and the icy and snowy road performance in a well-balanced manner on the basis of improving the treads of the center block and the shoulder block.

  The present invention includes a shoulder main groove extending continuously in the tire circumferential direction at the tread end side in the tread portion, a center main groove extending continuously in the tire circumferential direction inside the shoulder main groove, and the shoulder main groove. A shoulder land portion between the tread end and a center land portion between the shoulder main groove and the center main groove, and the shoulder land portion includes a plurality of shoulder lateral grooves. The center land portion is a pneumatic tire that is divided into a plurality of center blocks by a plurality of center lateral grooves, and each center block is formed by a center sipe in a tire circumferential direction. The center block piece is chamfered on the shoulder main groove side on the side of the shoulder main groove. A first center block piece having a center outer chamfered portion, and a second center block piece that is not chamfered on the shoulder main groove side or chamfered with a width smaller than that of the center outer chamfered portion. Each shoulder block is divided into two shoulder block pieces arranged at least on the shoulder main groove side in the tire circumferential direction by a shoulder sipe extending from the shoulder main groove outward in the tire axial direction. Is a first shoulder block piece having a shoulder inner side chamfered portion chamfered on the shoulder main groove side, and the tread surface is not chamfered on the shoulder main groove side or smaller than the shoulder inner side chamfered portion. Second shoulder block chamfered in width Consists of a, the shoulder inner chamfer is disposed so as to have overlapping portions of the center outer chamfer and the tire circumferential direction.

  In the pneumatic tire according to the present invention, each first center block piece is provided on one side in the tire circumferential direction of each center block, and each first shoulder block piece is a tire of each shoulder block. It is desirable to be provided on one side in the circumferential direction.

  In the pneumatic tire according to the present invention, it is preferable that the center sipe has a zigzag shape.

  In the pneumatic tire according to the present invention, preferably, the shoulder block is provided with a shoulder vertical narrow groove that connects between the shoulder lateral grooves adjacent in the tire circumferential direction at a position outside the tire axial direction.

  In the pneumatic tire according to the present invention, it is preferable that the shoulder sipe terminates without communicating with the shoulder vertical narrow groove.

  In the pneumatic tire according to the present invention, it is preferable that the shoulder lateral groove includes an inner portion extending from the shoulder main groove to the outer side in the tire axial direction and an outer portion having a groove width larger than the inner portion.

  In the pneumatic tire according to the present invention, the second center block piece has a center inner side chamfered portion whose chamfered surface is chamfered on the center main groove side, and the first center block piece is on the center main groove side. The tread surface is not chamfered or is chamfered with a width smaller than the center inner side chamfered portion, and the center inner side chamfered portion is disposed so as to have an overlapping portion in the tire circumferential direction with the center outer chamfered portion. It is desirable.

  In the pneumatic tire according to the present invention, it is preferable that the center lateral groove has a center portion in a length direction thereof and end portions provided on both sides of the center portion and having a groove depth smaller than that of the center portion. .

  The pneumatic tire of the present invention has a shoulder land portion divided into a plurality of shoulder blocks and a center land portion divided into a plurality of center blocks.

  The center block is divided into two center block pieces arranged in the tire circumferential direction by a center sipe. Such a center sipe exhibits an edge effect and improves snowy and snowy road performance. The center block piece includes a first center block piece having a center outer chamfered portion whose chamfered surface is chamfered on the shoulder main groove side, and the tread surface is not chamfered or smaller than the center outer chamfered portion on the shoulder main groove side. It consists of the 2nd center block piece chamfered by the width | variety. Such a center outer chamfered portion increases the rigidity of the first center block piece while maintaining the edge effect. Further, the second center block piece exhibits a larger edge effect than the first center block piece by the groove edge on the shoulder main groove side. For this reason, the center block exhibits excellent steering stability performance and icy and snowy road performance.

  The shoulder block is divided into two shoulder block pieces arranged at least on the shoulder main groove side in the tire circumferential direction by a shoulder sipe extending from the shoulder main groove outward in the tire axial direction. Such a shoulder sipe exhibits an edge effect and improves snowy and snowy road performance. The shoulder block piece includes a first shoulder block piece having a shoulder inner chamfered portion whose chamfered surface is chamfered on the shoulder main groove side, and the tread surface is not chamfered or smaller than the shoulder inner chamfered portion on the shoulder main groove side. The second shoulder block piece is chamfered with a width. Such a shoulder inner side surface chamfer increases the rigidity of the first shoulder block piece while maintaining the edge effect. In addition, the second shoulder block piece exhibits a larger edge effect than the first shoulder block piece due to the groove edge on the shoulder main groove side. For this reason, the shoulder block exhibits excellent steering stability performance and ice / snowy road performance.

  Further, the shoulder inner side chamfered portion is arranged so as to have an overlapping portion in the tire circumferential direction with the center outer chamfered portion. Such overlapping portions further increase the rigidity at the same position in the tire circumferential direction of the shoulder block and the center block, thereby further improving the steering stability performance. In addition, the overlapping portion increases the apparent groove width of the shoulder main groove, so it can exhibit high snow column shearing force and improve icy and snowy road performance.

  Therefore, the pneumatic tire of the present invention has excellent steering stability performance and icy and snowy road performance.

It is an expanded view of the tread part of the pneumatic tire of one embodiment of the present invention. It is an enlarged view of the shoulder land part of the right side of FIG. It is a perspective view of a shoulder inner side surface taking part. It is an enlarged view of the center land part on the right side of FIG.

Hereinafter, an embodiment of the present invention will be described with reference to the drawings.
FIG. 1 is a development view of a tread portion 2 of a pneumatic tire 1 showing an embodiment of the present invention. A pneumatic tire (hereinafter sometimes simply referred to as “tire”) 1 of the present embodiment is suitably used as a pneumatic tire for a passenger car, for example.

  As shown in FIG. 1, the tread portion 2 of the present embodiment includes a pair of shoulder main grooves 3 and 3 extending continuously in the tire circumferential direction on the tread end Te side, and an inner side of the shoulder main groove 3 on the tire circumference. One center main groove 4 extending continuously in the direction is provided.

  The “tread end” Te is obtained when a normal load is applied to a normal tire 1 that is assembled with a normal rim and filled with a normal internal pressure, and a normal load is applied to the flat tire with a camber angle of 0 degrees. It is defined as the contact position on the outermost side in the tire axial direction. In the normal state, the distance in the tire axial direction between the tread ends Te and Te is determined as the tread contact width TW. Unless otherwise noted, the dimensions and the like of each part of the tire are values measured in a normal state.

  The “regular rim” is a rim determined for each tire in the standard system including the standard on which the tire is based. For example, “Standard Rim” for JATMA, “Design Rim” for TRA, ETRTO Then "Measuring Rim".

  “Regular internal pressure” is the air pressure that each standard defines for each tire in the standard system including the standard on which the tire is based. “JAMATA” is the “maximum air pressure”, TRA is the table “TIRE LOAD LIMITS” The maximum value described in “AT VARIOUS COLD INFLATION PRESSURES”, “INFLATION PRESSURE” in the case of ETRTO. When the tire is for a passenger car, the normal internal pressure is 180 kPa.

  “Regular load” is a load determined by each standard for each tire in the standard system including the standard on which the tire is based. “JATMA” is “maximum load capacity”, TRA is “TIRE LOAD” The maximum value described in “LIMITS AT VARIOUS COLD INFLATION PRESSURES”, “LOAD CAPACITY” in the case of ETRTO. When the tire is for a passenger car, the normal load is a load corresponding to 88% of the load.

  Each main groove 3 and 4 is linear along the tire circumferential direction. Such main grooves 3 and 4 increase the rigidity of the land portion in the vicinity of each main groove 3 and 4 and improve the steering stability performance. Moreover, since the main grooves 3 and 4 discharge | emit the snow in a groove | channel smoothly to the last arrival side of a rotation direction, snow removal performance is improved.

  The groove width W1 of each of the main grooves 3 and 4 is not particularly limited, but is preferably a tread ground contact width from the viewpoint of improving the snow drainage performance when traveling on a snowy road and the steering stability performance on a dry road with a good balance. 2% to 9% of TW. The groove depth D1 (shown in FIG. 3) of the shoulder main groove 3 and the groove depth (not shown) of the center main groove 4 are preferably 5 to 10 mm.

  The tread portion 2 is divided into a pair of shoulder land portions 5 and a pair of center land portions 6 by the main grooves 3 and 4. The shoulder land portion 5 is formed between the shoulder main groove 3 and the tread end Te. The center land portion 6 is formed between the center main groove 4 and the shoulder main groove 3.

  FIG. 2 is an enlarged view of the shoulder land portion 5 on the right side of FIG. As shown in FIG. 2, the shoulder land portion 5 is provided with shoulder lateral grooves 8 that join between the shoulder main groove 3 and the tread end Te side by side in the tire circumferential direction. Thereby, the shoulder land portion 5 is divided into a plurality of shoulder blocks 9.

  The shoulder lateral groove 8 includes an inner portion 8A extending inward in the tire axial direction from the shoulder main groove 3, and an outer portion 8B having a groove width larger than the inner portion 8A. Such a shoulder lateral groove 8 improves the snowy and snowy road performance because the snow in the groove is smoothly discharged to the outside of the tread end Te by utilizing the centrifugal force at the time of turning by the outer portion 8B having a large groove width. To do. In addition, the inner portion 8A having a groove width smaller than that of the outer portion 8B ensures a high rigidity in the inner region in the tire axial direction of the shoulder block 9 on which a large contact pressure acts, so that the steering stability performance is maintained high.

  The groove width W4 of the inner part 8A is preferably 30% to 50% of the groove width W5 of the outer part 8B from the viewpoint of improving the rigidity of the shoulder block 9 on the shoulder main groove 3 side and improving the steering stability performance. The groove width W5 of the outer portion 8B is 50% to the groove width W1 of the shoulder main groove 3 in order to effectively exert a snow column shearing force while ensuring high rigidity of the outer region of the shoulder block 9 in the tire axial direction. 70% is desirable. In the present embodiment, the inner portion 8A and the outer portion 8B are each formed with a constant width. Such inner part 8A and outer part 8B can secure the rigidity of the shoulder block 9 and can smoothly discharge the snow in the groove to the tread end Te or the shoulder main groove 3.

  The shoulder block 9 is provided with a first shoulder sipe 10, a shoulder vertical narrow groove 11, a second shoulder sipe 12, and a shoulder lug groove 13. In the present specification, sipe and grooves such as lateral grooves and lug grooves are defined as follows, especially for those not having a groove width. The sipe is a cut having a width of less than 2.0 mm. The groove has a groove width of 2.0 mm or more.

  The first shoulder sipe 10 is a semi-open type extending from the shoulder main groove 3 outward in the tire axial direction and terminating in the shoulder block 9. Such a first shoulder sipe 10 exhibits an edge effect while ensuring the rigidity of the shoulder block 9.

  The length L1 of the first shoulder sipe 10 in the tire axial direction is desirably 5% to 25% of the length Ws of the shoulder block 9 in the tire axial direction. When the length L1 of the first shoulder sipe 10 is less than 5% of the length Ws of the shoulder block 9 in the tire axial direction, the edge effect cannot be exhibited and the snowy and snowy road performance cannot be improved. When the length L1 of the first shoulder sipe 10 exceeds 25% of the tire block direction length Ws of the shoulder block 9, the rigidity of the shoulder block 9 is reduced, and the steering stability performance may be deteriorated.

  The first shoulder sipe 10 divides the shoulder main groove 3 side of the shoulder block 9 into shoulder block pieces 15 arranged in the tire circumferential direction. Each shoulder block 9 of the present embodiment includes a first shoulder block piece 15A on one side in the tire circumferential direction (upper side in FIG. 2) and a second shoulder block piece on the other side in the tire circumferential direction (lower side in FIG. 2). 15B.

  As shown in FIG. 3, the first shoulder block piece 15 </ b> A has a shoulder inner side chamfered portion 16 whose chamfered tread surface is chamfered on the shoulder main groove 3 side. Such a shoulder inner side surface chamfering portion 16 maintains high rigidity of the shoulder block 9 to which a large lateral force acts during turning, and exhibits excellent steering stability performance.

  The shoulder inner side surface chamfered portion 16 is configured by so-called C chamfering formed with a flat surface. For this reason, since the sharp edge 16e is formed by the shoulder inner side face chamfer 16 and the first shoulder block piece 15A, a large edge effect is exhibited. In addition, such a shoulder inner side surface chamfer 16 can increase the groove volume between the second shoulder block pieces 15B and 15B to form a large snow column. Furthermore, since the snow column formed by the shoulder inner side surface chamfer 16 is sheared by the second shoulder block piece 15B having high rigidity, a large snow column shearing force can be exerted.

  The shoulder inner side surface chamfer 16 is provided over the tire circumferential direction of the first shoulder block piece 15A. That is, the shoulder inner side surface chamfering portion 16 connects the shoulder lateral groove 8 and the first shoulder sipe 10. Thereby, the rigidity of 15 A of 1st shoulder block pieces is maintained higher.

  As shown in FIG. 2, the width Wa in the tire axial direction of the shoulder inner side surface chamfer 16 is preferably, for example, 5 to 25% of the groove width W1 (shown in FIG. 1) of the shoulder main groove 3. If the width Wa of the shoulder inner chamfered portion 16 exceeds 25% of the groove width W1 of the shoulder main groove 3, the area of the tread surface of the first shoulder block piece 15A may be reduced, and the steering stability may be deteriorated. The groove volume of the main groove 3 becomes large, and the noise performance due to excitation of air column resonance may be deteriorated. If the width Wa of the shoulder inner chamfered portion 16 is less than 5% of the groove width W1 of the shoulder main groove 3, the rigidity of the first shoulder block piece 15A may not be increased.

  In order to further enhance the above-described action, the depth Da of the shoulder inner side surface chamfer 16 is preferably 35% to 55% of the groove depth D1 of the shoulder main groove 3. The length L2 in the tire circumferential direction of the shoulder inner side chamfer 16 is preferably 35% to 55% of one pitch P1 of the shoulder lateral groove 8.

  The second shoulder block piece 15B is in a plain state in which the tread surface is not chamfered on the shoulder main groove 3 side. Such a second shoulder block piece 15B forms a sharp block edge on the shoulder main groove 3 side with a sharper edge than the portion provided with the shoulder inner side face chamfered portion 16 and exhibits a great edge effect. Is maintained.

  Thus, in the present embodiment, the shoulder block 9 to which a large lateral force acts during turning travel includes the first shoulder block piece 15A having the shoulder inner side face chamfer 16 and the second shoulder block piece 15B in a plain state. Therefore, the edge effect and the rigidity of the shoulder block 9 are ensured in a well-balanced manner, and excellent ice / snow road performance and steering stability performance are exhibited.

  In addition, the aspect which has the chamfering part (illustration omitted) chamfered by the width | variety smaller than the shoulder inner side chamfering part 16 may be sufficient as the 2nd shoulder block piece 15B. Such a second shoulder block piece 15B ensures a greater rigidity of the shoulder block 9. In order to secure the edge effect by the block edge of the shoulder block 9, the tire circumferential direction length of the chamfered portion of the second shoulder block piece 15 </ b> B is desirably 20% or less of the tire circumferential direction length L <b> 2 of the shoulder inner side chamfered portion 16.

  The shoulder vertical grooves 11 are connected between the shoulder lateral grooves 8 and 8. The shoulder vertical groove 11 extends linearly. Such a shoulder vertical groove 11 exhibits a large edge effect in the tire axial direction, and improves icy and snowy road performance.

  The shoulder vertical narrow groove 11 is not in contact with the outer end 10 e of the first shoulder sipe 10 in the tire axial direction. That is, the shoulder vertical narrow groove 11 is provided outside the outer end of the first shoulder sipe 10. Thereby, the rigidity reduction of the tire block direction inner side area of the shoulder block 9 is prevented. From such a viewpoint, the shortest distance La between the shoulder vertical groove 11 and the first shoulder sipe 10 is preferably 5% to 20% of the length Ws of the shoulder block 9 in the tire axial direction. Similarly, the groove width W3 of the shoulder vertical narrow groove 11 is desirably 5% to 25% of the groove width W1 of the shoulder main groove 3.

  The shoulder vertical narrow groove 11 is a starting point of the outer portion 8B. Thereby, since the groove width changes in a step shape from the inner side 8A to the outer side 8B, a large edge effect is exhibited and the snowy and snowy road performance is improved.

  The second shoulder sipe 12 extends from the shoulder vertical groove 11 outward in the tire axial direction, and terminates in the shoulder block 9 without communicating with the tread end Te. Two second shoulder sipes 12 of this embodiment are provided side by side in the tire circumferential direction for each shoulder block 9. The second shoulder sipe 12 exhibits a large edge effect in the tire circumferential direction and prevents a reduction in rigidity in the region of the shoulder block 9 on the tread end Te side. The length L3 of the second shoulder sipe 12 in the tire axial direction is preferably 55% to 75% of the length Ws of the shoulder block 9 in the tire axial direction.

  The shoulder lug groove 13 extends from the tread end Te inward in the tire axial direction and terminates without communicating with the shoulder vertical narrow groove 11. The shoulder lug groove 13 exerts a large snow column shear force while ensuring the rigidity of the shoulder block 9, so that the steering stability performance and the icy and snowy road performance are improved in a well-balanced manner.

  The shoulder lug groove 13 of the present embodiment is provided between the two second shoulder sipes 12. Thereby, the rigidity of the block small pieces 17 and 17 on both sides divided by the second shoulder sipe 12 and the shoulder lug groove 13 is ensured in a well-balanced manner, and the steering stability performance is improved. The groove width W6 of the shoulder lug groove 13 is preferably 20% to 40% of the groove width W1 of the shoulder main groove 3.

  FIG. 4 is an enlarged view of the center land portion 6 on the right side of FIG. As shown in FIG. 4, the center land portion 6 is provided with a plurality of center lateral grooves 20 that connect between the shoulder main groove 3 and the center main groove 4. Thereby, the center land portion 6 is divided into a plurality of center blocks 21.

  The center lateral groove 20 has a central portion 20A in the length direction and end portions 20B provided on both sides of the central portion 20A and having a groove depth (not shown) smaller than that of the central portion 20A. In such a center lateral groove 20, the central portion 20A exhibits a large snow column shear force. Further, the end portion 20B enhances the rigidity of both side regions of the center block 21 in the tire axial direction, and the difference in contact pressure across the tire axial direction of the center block 21 is reduced, so that the edge effect is enhanced and the snowy road. Performance is improved.

  In order to effectively exhibit the above-described action, the tire axial direction length L4 of the central portion 20A is preferably 50% to 70% of the tire axial direction length Wc of the center block 21. Further, the groove depth (not shown) of the end portion 20B is desirably 55% to 75% of the groove depth D2 (shown in FIG. 3) of the central portion 20A. The groove depth D2 of the central portion 20A is preferably 60% to 80% of the groove depth D1 of the shoulder main groove 3.

  The center lateral groove 20 extends with a certain width. Thereby, the rigidity of both sides in the tire circumferential direction of the center block 21 is ensured to be high, and snow in the groove is smoothly discharged to the shoulder main groove 3 or the center main groove 4.

  Although not particularly limited, the groove width W7 of the center lateral groove 20 is preferably 5% to 15% of the tire circumferential direction length Lc of the center block 21. The angle θ1 of the center lateral groove 20 with respect to the tire axial direction is preferably 20 ° to 40 ° in order to exert an edge effect in the tire circumferential direction and the tire axial direction.

  The center block 21 is provided with a first center sipe 22, a second center sipe 23, and a third center sipe 24.

  The first center sipe 22 connects between the shoulder main groove 3 and the center main groove 4. Thus, the center block 21 is divided into center block pieces 28 arranged in the tire circumferential direction. In the present embodiment, the tire is divided into a first center block piece 28A on one side in the tire circumferential direction (upper side in FIG. 4) and a second center block piece 28B on the other side in the tire circumferential direction (lower side in FIG. 4). The

  The first center block piece 28A has a center outer chamfered portion 30 whose chamfered surface is chamfered on the shoulder main groove 3 side. Such a center outer chamfered portion 30 ensures an edge effect while increasing the rigidity of the outer region of the first center block piece 28A in the tire axial direction.

  The center outer chamfered portion 30 is arranged so as to have a first overlapping portion 32 that overlaps with the shoulder inner side chamfered portion 16 in the tire circumferential direction. Such a first overlapping portion 32 locally increases the rigidity of the center block 21 and the shoulder block 9 in the tire axial direction, and effectively improves the steering stability performance. Moreover, since the 1st duplication part 32 enlarges the apparent groove width of the shoulder main groove 3, it exhibits a high snow column shear force and improves snowy and snowy road performance.

  The tire circumferential direction length L5 of the first overlapping portion 32 is desirably 3% or more of the tire circumferential direction length Lc of the center block 21 in order to effectively exhibit the above-described action. When the tire circumferential direction length L5 of the first overlapping portion 32 is large, the portion having a large apparent groove width of the shoulder main groove 3 is elongated in the tire circumferential direction, so that air column resonance is easily excited and noise performance is improved. May get worse. For this reason, the tire circumferential direction length L5 of the first overlapping portion 32 is desirably 15% or less of the tire circumferential direction length Lc of the center block 21.

  The center outer chamfered portion 30 is provided across the tire circumferential direction of the first center block piece 28A. That is, the center outer chamfered portion 30 joins the center lateral groove 20 and the first center sipe 22. Thereby, the rigidity of 28 A of 1st center block pieces is maintained higher.

  In the present embodiment, the first overlapping portion 32 is surrounded by the center lateral groove 20 and the first shoulder sipe 10 on both sides in the tire circumferential direction. As a result, a rigidity step is generated in the center block 21 and the shoulder block 9 in the vicinity of the first overlapping portion 32, so that the snow column shear force of the center main groove 3 including the first overlapping portion 32 is increased. Therefore, the ice and snow road performance is further improved.

  The width Wb in the tire axial direction of the center outer chamfered portion 30 is desirably 80% to 120% of the width Wa in the tire axial direction of the shoulder inner chamfered portion 16. The depth (not shown) of the center outer chamfered portion 30 is desirably 35% to 55% of the groove depth D1 of the shoulder main groove 3. Thereby, the rigidity balance of the center block 21 and the shoulder block 9 is ensured, and steering stability performance is ensured highly.

  In order to further enhance the above action, the tire circumferential direction length L6 of the center outer chamfered portion 30 is preferably 80% to 120% of the tire circumferential direction length L2 of the shoulder inner side chamfered portion 16.

  The first center block piece 28A of the present embodiment is in a plain state in which the tread surface is not chamfered on the center main groove 4 side. Such a first center block piece 28A exhibits a large edge effect at the block edge on the center main groove 4 side. The first center block piece 28 </ b> A may be chamfered with a width smaller than that of the center outer chamfered portion 30 in order to ensure a large rigidity of the center block 21.

  The second center block piece 28B is in a plain state in which the tread surface is not chamfered on the shoulder main groove 3 side. Therefore, the second center block piece 28B exhibits a large edge effect at the block edge on the shoulder main groove 3 side.

  The second center block piece 28B has a center inner side chamfer 34 whose chamfered surface is chamfered on the center main groove 4 side. Such a center inner side chamfer 34 ensures the edge effect while enhancing the rigidity of the inner region of the second center block piece 28B in the tire axial direction.

  In the present embodiment, both the first center block piece 28A and the second center block piece 28B have a plain state and a chamfered portion, and these are alternately provided. Accordingly, the rigidity and edge effect of the center block 21 as a whole can be improved in a well-balanced manner, so that it has excellent steering stability performance and ice / snow road performance.

  As shown in FIG. 1, the center inner chamfer 34 on one side of the center main groove 4 has a third overlapping portion 37 that overlaps the center inner chamfer 34 on the other side of the center main groove 4 in the tire circumferential direction. Arranged to have. Thereby, the rigidity of the center blocks 21 on both sides is locally increased, and the steering stability performance is improved. Moreover, the 3rd duplication part 37 exhibits a big snow column shear force with the center main groove 4, and improves ice snow road performance.

  The tire circumferential direction length L8 of the third overlapping portion 37 suppresses a portion having a large apparent groove width of the center main groove 4 to prevent deterioration of noise performance due to air column resonance. 2% to 12% of the tire circumferential direction length Lc (shown in FIG. 4) is desirable.

  The tire circumferential direction length L8 of the second overlapping portion 37 is desirably smaller than the tire circumferential direction length L5 of the first overlapping portion 32. That is, a larger ground pressure acts on the center block 21 near the tire equator C than on the center block 21 near the shoulder main groove 3. For this reason, the center main groove 4 is generally excited by a larger columnar resonance than the shoulder main groove 3. Therefore, the noise performance is maintained high by reducing the tire circumferential direction length L8 of the second overlapping portion 37.

  As shown in FIG. 4, the center inner side surface chamfer 34 is provided across the tire circumferential direction of the second center block piece 28 </ b> B. That is, the center inner chamfer 34 connects the center lateral groove 20 and the first center sipe 22. Thereby, the rigidity of the 2nd center block piece 28B is maintained higher.

  The width Wd in the tire axial direction of the center inner chamfered portion 34 is desirably 80% to 120% of the width Wa in the tire axial direction of the shoulder inner chamfered portion 16. The depth (not shown) of the center inner side chamfer 34 is preferably 35% to 55% of the depth of the center main groove 4. Thereby, the rigidity balance of the center block 21 is ensured, and the steering stability performance is ensured high.

  In order to further enhance the above-described action, the tire circumferential direction length L9 of the center inner chamfered portion 34 is preferably 80% to 120% of the tire circumferential direction length L6 of the center outer chamfered portion 30.

  The first center sipe 22 has a zigzag shape. Since the first center sipe 22 exhibits an edge effect in different directions, it can improve the performance on ice and snow roads.

  The first center sipe 22 has a gently inclined portion 25 that is inclined at a small angle α1 with respect to the tire axial direction, and a steeply inclined portion 26 that is inclined at an angle α2 larger than the gently inclined portion 25. The first center sipe 22 of the present embodiment includes a first gentle slope portion 25A extending from the shoulder main groove 3 in the tire axial direction inner side, a second gentle slope portion 25B extending from the center main groove 4 outward in the tire axial direction, and a first A steeply inclined portion 26 that includes the first gently inclined portion 25A and the second gently inclined portion 25B is included. Such a first center sipe 22 exhibits an edge effect in the tire axial direction, and improves straight running stability performance on icy and snowy roads.

  From the viewpoint of ensuring high rigidity of the center block 21, the angle α3 between the gently inclined portion 25 and the steeply inclined portion 26 is desirably 90 degrees or more. In order to exhibit the edge effect in different directions, the angle α3 is preferably 150 degrees or less, and more preferably 140 degrees or less. The angle α1 of the gently inclined portion 25 with respect to the tire axial direction is preferably 10 ° to 50 °, for example, in order to improve the steering stability performance on an icy road. The angle α2 of the steeply inclined portion 26 with respect to the tire axial direction is preferably 80 degrees or more in order to improve, for example, straight running stability performance on an icy road.

  The second center sipe 23 is provided on the first center block piece 28A. The second center sipe 23 extends outward from the center main groove 4 in the tire axial direction and terminates in the first center block piece 28A. Such a second center sipe 23 ensures the rigidity of the first center block piece 28A while exhibiting the edge effect.

  The third center sipe 24 is provided on the second center block piece 28B. The third center sipe 24 extends inward in the tire axial direction from the shoulder main groove 3 and terminates in the second center block piece 28B. Such a second center sipe 23 ensures the rigidity of the second center block piece 28B while exhibiting the edge effect.

  The inner end 24e of the third center sipe 24 is provided at a position where the second center sipe 23 is virtually extended inward in the tire axial direction. As a result, the second center sipe 23 and the third center sipe 24 cooperate with each other, and the sipe 23, 24 exhibits a large edge effect equivalent to one continuous virtual sipe. For this reason, icy and snowy road performance is further improved.

  The second center sipe 23 and the third center sipe 24 are inclined in the opposite direction to the first center sipe 22. As a result, the lateral force generated in each sipe 22 to 24 is canceled out, and a straight running stability on an icy and snowy road is greatly ensured.

  In order to balance the rigidity and edge effect of the center block 21 in a high dimension, the tire axial direction length L10 of the second center sipe 23 and the tire axial direction length L11 of the third center sipe are preferably tires of the center block 21. It is 15% to 35% of the axial length Wc.

  As mentioned above, although embodiment of this invention was explained in full detail, it cannot be overemphasized that this invention is not limited to illustrated embodiment, and can be deform | transformed and implemented in a various aspect.

A pneumatic tire of size 195 / 65R15 having the basic pattern of FIG. 1 was prototyped according to the specifications in Table 1, and the snow / ice road performance, steering stability performance and noise performance of each sample tire were tested. The common specifications and test methods for each sample tire are as follows.
Shoulder inner chamfer length / shoulder lateral groove pitch: 44%
Center outer chamfer length / center block tire circumferential length: 52%
Center inner chamfer length / center block tire circumferential length: 52%
Shoulder inner chamfer depth / shoulder main groove depth: 48%
Center outer chamfer depth / shoulder main groove depth: 48%
Depth of center chamfered part / depth of center main groove: 47%

<Ice / snow road performance / steering stability performance>
Each sample tire is mounted on all wheels of a 1800cc two-wheel drive passenger car under the following conditions, and the test driver runs the vehicle on a test course on an ice and snow road surface and a test course on a dry asphalt road surface, The driving characteristics of the steering wheel, traction, grip and the like at this time were evaluated by the test driver's sensuality. The results are displayed with a score of Comparative Example 1 as 100. The larger the value, the better.
Rim (all wheels): 5.5 × 15J
Internal pressure (all wheels): 240 kPa

<Noise performance>
Vehicle interior noise was measured when the test vehicle was run on a dry asphalt road surface at a speed of 50 km / h. Vehicle interior noise was measured with a microphone located at the head of the driver's seat. The result is the reciprocal of the noise value (db) and is displayed as an index with the value of Comparative Example 1 being 100. The larger the value, the better.
The test results are shown in Table 1.

  As a result of the test, it can be confirmed that the tires of the examples are improved in a well-balanced manner in terms of icy and snowy road performance, steering stability performance and noise performance as compared with the tires of the comparative examples. In addition, the same test was carried out by changing the tire size, but showed the same tendency as the test result.

DESCRIPTION OF SYMBOLS 1 Pneumatic tire 9 Shoulder block 15 Shoulder block piece 15A 1st shoulder block piece 15B 2nd shoulder block piece 16 Shoulder inner side chamfer 21 Center block 28 Center block piece 28A 1st center block piece 28B 2nd center block piece 30 Center outer side Chamfer 32 Overlapping part

Claims (8)

A shoulder main groove extending continuously in the tire circumferential direction on the tread end side in the tread portion, a center main groove extending continuously in the tire circumferential direction on the inside of the shoulder main groove, the shoulder main groove and the tread end A shoulder land portion between, and a center land portion between the shoulder main groove and the center main groove,
The shoulder land portion is divided into a plurality of shoulder blocks by a plurality of shoulder lateral grooves,
The center land portion is a pneumatic tire divided into a plurality of center blocks by a plurality of center lateral grooves,
Each center block is divided into two center block pieces arranged in the tire circumferential direction by a center sipe,
The center block piece includes a first center block piece having a center outer chamfered portion chamfered on the shoulder main groove side on the shoulder main groove side, and the center outer chamfered surface on the shoulder main groove side. Consisting of a second center block piece chamfered with a width smaller than the part,
Each shoulder block is divided into two shoulder block pieces arranged at least on the shoulder main groove side in the tire circumferential direction by a shoulder sipe extending outward in the tire axial direction from the shoulder main groove,
The shoulder block piece includes a first shoulder block piece having a shoulder inner side chamfered portion chamfered on the shoulder main groove side on the shoulder main groove side; Consisting of a second shoulder block piece chamfered with a width smaller than the part,
The pneumatic inner tire is characterized in that the shoulder inner side chamfered portion is disposed so as to have an overlapping portion in the tire circumferential direction with the center outer chamfered portion. Each of the first center block pieces is provided on one side in the tire circumferential direction of each of the center blocks,
The pneumatic tire according to claim 1, wherein each first shoulder block piece is provided on one side of each shoulder block in a tire circumferential direction.   The pneumatic tire according to claim 1 or 2, wherein the center sipe has a zigzag shape.   3. The pneumatic tire according to claim 1, wherein the shoulder block is provided with a shoulder vertical narrow groove that connects between the shoulder lateral grooves adjacent in the tire circumferential direction at a position outside the tire axial direction.   The pneumatic tire according to claim 4, wherein the shoulder sipe terminates without communicating with the shoulder vertical groove.   The pneumatic tire according to any one of claims 1 to 5, wherein the shoulder lateral groove includes an inner portion extending outward in the tire axial direction from the shoulder main groove and an outer portion having a groove width larger than the inner portion. The second center block piece has a center inner side chamfered portion whose chamfered surface is chamfered on the center main groove side,
The first center block piece is not chamfered at the center main groove side or chamfered with a width smaller than the center inner side chamfered portion,
The pneumatic tire according to any one of claims 1 to 6, wherein the center inner chamfered portion is disposed so as to have an overlapping portion in the tire circumferential direction with the center outer chamfered portion.   The air according to any one of claims 1 to 7, wherein the center lateral groove has a central portion in a length direction thereof and end portions provided on both sides of the central portion and having a groove depth smaller than that of the central portion. Enter tire.

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